Rail transportation system

ABSTRACT

A rail system includes a main track, a spur track connected to the main track by a switch changeable between a closed state and an open state, and a station spaced from the main track and accessible by the spur track. The rail system further includes a train with a passenger car and an EMDI releasably coupleable behind the passenger car. A method of operating the rail system includes decoupling the EMDI from the passenger car when the train is moving at a first speed toward the switch in the closed state. The EMDI is decelerated to a second speed less than the first speed. After the train has moved past the switch and the switch has been changed to the open state, the EMDI is diverted from the main track to the spur track via the switch in the open state and decelerated to a stop at the station.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent application Ser. No. 17/991,238, filed Nov. 21, 2022, entitled “Rail Transportation System,” which is a continuation of U.S. patent application Ser. No. 17/704,837 (now U.S. Pat. No. 11,505,222), filed Mar. 25, 2022, entitled “Rail Transportation System,” which is a continuation of International Patent Application No. PCT/US2022/018659, filed Mar. 3, 2022, entitled “Rail Transportation System,” which claims priority to and the benefit of U.S. Provisional Patent Application No. 63/191,027, filed May 20, 2021, entitled “Rail Transportation System,” and U.S. Provisional Patent Application No. 63/157,128, filed Mar. 5, 2021, entitled “Rail Transportation System,” the entire disclosure of each of which is incorporated herein by reference.

This application also claims priority to and the benefit of U.S. Provisional Patent Application No. 63/408,328, filed Sep. 7, 2022, entitled “Coupler Devices for Rail Transportation Systems and Methods of Using the Same,” and U.S. Provisional Patent Application No. 63/404,331, filed Sep. 7, 2022, entitled “Passenger Vehicle with Battery Storage for Rail Transportation Systems and Methods of Using the Same,” the entire disclosure of each of which is incorporated herein by reference.

BACKGROUND

Embodiments described herein relate to rail transportation systems in which trains are powered at least in part by external sources of electrical energy.

Responding to threats posed by climate change remains a focus of much attention and reducing contributors to climate change and/or mitigating the impact of such contributors is a global imperative. A significant contributor to climate change is the amount of greenhouse gases (GHGs) accumulating in the atmosphere. For example, combustion of fossil fuels to meet the need for energy generation and/or transportation—both personal and freight—is the largest producer of GHGs. Efforts have been made to reduce the production of GHGs such as producing energy through the use of renewable energy sources (e.g., solar power, wind power, geothermal power, etc.) and/or providing alternatives to combustion-engine-powered transportation modes. These efforts, however, continue to face challenges that slow or hinder adoption. One such challenge, at least in the United States, is a need to upgrade and/or change the infrastructure supporting energy production and transportation.

Accordingly, a need exists for transportation systems (e.g., rail systems) in which vehicles are powered at least in part by external sources of electrical energy such as renewable energy sources including solar energy sources and/or the like. In addition, a need exists for vehicles capable of transporting passengers and/or other cargo as well as providing rechargeable energy storage.

SUMMARY

Disclosed rail systems includes those in which a rail line is at least partially co-located with an electrical transmission line, from which it draws some or all of the energy used to power the train(s) on the rail line, and in which passengers at intermediate stations along the rail line may be embarked and disembarked from the train while the train is in motion, allowing the train to maintain an average speed that is closer to the maximum speed of the train than would be possible if the train stopped at each station. Such passenger transfers are enabled by a separate transfer car (e.g., an “embarkation/disembarkation vehicle” (EMDI vehicle)) that is releasably coupleable to the remainder of the train (locomotive and other freight or passenger-carrying cars) while the train is in motion. The EMDI vehicle can travel between the train and a station along the rail line by spur tracks connecting the station to the main rail line.

Electrical power carried by the transmission line may be provided by renewable sources of energy, such as solar, wind, geothermal, etc. and/or from stored energy (which may have been produced by such sources).

In some embodiments, a rail system includes a main track including a coupling section, a spur track connected to the main track by a first switch and a second switch disposed on opposite sides of a station. The station is spaced from the main track and accessible by the spur track. The first switch is proximate to the coupling section of the main track, the first switch changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track. The rail system further includes a train with a locomotive and at least one passenger car coupled, directly or indirectly, behind the locomotive, and an embarkation/disembarkation (EMDI) vehicle releasably coupleable, directly or indirectly, behind the passenger car. In a first state of the rail system the first switch is in the closed state, the train moves along the main track in a direction of travel in which the first switch is past the station, at a first speed, the EMDI vehicle being disposed on the spur track adjacent to the station, and a passenger is located in the station.

In some implementations, a method of operating such a rail system includes embarking the passenger from the station onto the EMDI vehicle and accelerating the EMDI vehicle on the spur track toward the first switch. After the train has moved past the first switch, the first switch is then changed from its closed state to its open state, exiting the EMDI vehicle from the spur track onto the main track via the first switch, behind the train. While traveling along the coupling section of the main track, the method includes accelerating the EMDI vehicle to a second speed, higher than the first speed, reducing a distance between the EMDI vehicle and the train until the EMDI vehicle reaches the passenger car, and coupling the EMDI vehicle to the passenger car.

In some embodiments, a rail system includes a main track, a spur track connected to the main track by a first switch and a second switch disposed on opposite sides of a station. The station spaced from the main track and accessible by the spur track. The first switch changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track. The rail system further includes a train with a locomotive and at least one passenger car coupled, directly or indirectly, behind the locomotive, and an embarkation/disembarkation (EMDI) vehicle releasably coupleable, directly or indirectly, behind the passenger car. In a first state of the rail system the first switch is in the closed state, the train moves along the main track in a direction of travel in which the first switch is past the station, at a first speed, the EMDI vehicle being disposed on the spur track adjacent to the station, and a passenger is located in the station.

In some implementations, a method of operating such a rail system includes embarking the passenger from the station onto the EMDI vehicle and accelerating the EMDI vehicle on the spur track toward the first switch. After the train has moved past the first switch, the first switch is then changed from its closed state to its open state, exiting the EMDI vehicle from the spur track onto the main track via the first switch, behind the train. The method further includes accelerating the EMDI vehicle to a second speed, higher than the first speed, reducing a distance between the EMDI vehicle and the train until the EMDI vehicle reaches the passenger car, and advancing a portion of an engagement mechanism of the EMDI vehicle toward a receiving mechanism of the passenger car. The method further includes limiting non-axial motion of the EMDI vehicle and the passenger car relative to a direction of travel in response to the engagement mechanism of the EMDI vehicle engaging the receiving mechanism of the passenger car, coupling the EMDI vehicle to the passenger car via a coupler, and disengaging the engagement mechanism of the EMDI vehicle from the receiving mechanism of the passenger car after the coupling.

In some embodiments, an apparatus includes a stiffener movably coupled to a front-end portion of an embarkation/disembarkation (EMDI) vehicle. The EMDI vehicle releasably coupleable, directly or indirectly, behind a passenger car of a train. The apparatus further includes an actuator coupled to the EMDI vehicle, the actuator configured to transition the stiffener between a first configuration and a second configuration when actuated. The apparatus further includes a receiver coupled to a rear end portion of the passenger car, the receiver configured to receive a portion of the stiffener when the stiffener is in the second configuration to limit non-axial motion of the EMDI vehicle and the passenger car relative to a direction of travel of the train.

In some embodiments, a rail system includes a main track, a spur track connected to the main track at two separated locations by a first switch and a second switch, and a station spaced from the main track, accessible by the spur track, and disposed between the first switch and the second switch. The rail system further includes a train with an electrically powered locomotive and a passenger car coupled, directly or indirectly, behind the locomotive and a first embarkation/disembarkation (EMDI) vehicle being releasably coupleable, directly or indirectly, behind the passenger car. The first EMDI vehicle includes a first energy storage. The rail system further includes a second EMDI vehicle being releasably coupleable, directly or indirectly, behind the passenger car. The second EMDI vehicle includes a second energy storage. When the rail system being in a first state in which the train is moving at a first speed along the main track, the first EMDI vehicle is coupled to the passenger car and is carrying a first passenger, and the second EMDI vehicle is at the station, has embarked a second passenger, and the second energy storage is substantially fully charged.

In some implementations, a method of using such a rail system includes transferring electric power from the first energy storage of the first EMDI vehicle to the locomotive and, before the train reaches the first switch, decoupling the first EMDI vehicle from the passenger car, and diverting the first EMDI vehicle from the main track onto the spur track via the first switch. The method further includes opening the second switch such that the second EMDI vehicle travels from the spur track onto the main track behind the passenger car, the second EMDI vehicle traveling along the main track at a second speed greater than the first speed such that a distance between the second EMDI vehicle and the passenger car is reduced until the second EMDI vehicle reaches the passenger car. The method further includes coupling the second EMDI vehicle to the passenger car, and transferring electric power for the second energy storage of the second EMDI vehicle to the locomotive.

The embodiments and/or methods described herein (e.g., based at least in part on the use and/or operation of the EMDI vehicle) can reduce the cost of construction and operations of a rail system (the tracks and train), maintain higher average speed, and result in increased profits relative to conventional rail systems, as well as reduce, minimize, and/or substantially eliminate the carbon footprint of the transportation services.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a schematic illustration of a rail system according to an embodiment.

FIG. 1B is a schematic illustration of a rail system of FIG. 1A, showing an exemplary arrangement of the rail system in a highway right of way.

FIG. 2A is a schematic illustration of a train and an embarkation/disembarkation vehicle (EMDI vehicle) of a rail system, according to an embodiment.

FIG. 2B is a schematic illustration of controller included in the rail system shown in FIG. 2A.

FIG. 3 is a flow diagram illustrating a method of operating the rail system of FIG. 1A, according to an embodiment.

FIGS. 4A to 4E illustrate a sequence of operation of the rail system of FIG. 1A, according to an embodiment.

FIGS. 5A and 5B are graphical comparisons of the performance of a conventional high-speed rail system and a rail system according to embodiments herein.

FIG. 6 is a schematic illustration of a rail system incorporating a freighter, according to an embodiment.

FIG. 7 is a schematic illustration of a freighter, according to an embodiment.

FIG. 8 is a perspective view of an electric motor bogie, according to an embodiment.

FIG. 9 is a schematic illustration of a motor bogie having steerable wheels, according to an embodiment.

FIG. 10 is a front view of an EMDI vehicle, according to an embodiment.

FIGS. 11A-11C are side views of an EMDI vehicle approaching, coupling, and being coupled to, respectively, a rear car of a train, according to an embodiment.

FIG. 12 is a side view illustration of an EMDI vehicle configured, at least in part, for person transport and energy transport and shown coupled to a passenger car of a train, according to an embodiment.

DETAILED DESCRIPTION

Embodiments and implementations described herein relate to rail systems that can include a rail line that is at least partially co-located with an electrical transmission line from which a vehicle traveling along the rail line can draw some or all of the energy used to power the vehicle, and in which passengers at intermediate stations along the rail line may be embarked and disembarked from the vehicle (e.g., train) while the vehicle is in motion, allowing an average speed of the vehicle to be maintained closer to a maximum speed of the vehicle (e.g., at or near a maximum-rated speed associated with the rail line) than would be possible if the train stopped at each station.

In some embodiments, a rail system includes a main track, a spur track connected to the main track by a switch changeable between a closed state in which a vehicle travels across the switch on the main track without access to the spur track, and an open state in which a vehicle can be diverted from the main track onto the spur track, and a station spaced from the main track and accessible by the spur track. The rail system further includes a train with a locomotive and a passenger car coupled, directly or indirectly, behind the locomotive, and an EMDI vehicle releasably coupleable, directly or indirectly, behind the passenger car. The rail system in a first state with the switch in the closed state being such that the train moves along the main track at a first speed in a direction of travel toward the switch and the station with the EMDI vehicle (or simply “EMDI”) being coupled to the passenger car and a passenger being carried by the EMDI. In some implementations, a method of operating the rail system includes decoupling the EMDI from the passenger car. The EMDI is decelerated to a second speed less than the first speed to create a separation between the EMDI and the passenger car. After the train has moved past the switch but before the EMDI has reached the switch and after the switch has been changed from the closed state to the open state, the EMDI is diverted from the main track to the spur track via the switch. The EMDI is then decelerated to a stop at the station.

In some embodiments, a rail system includes a main track, a spur track, and a station spaced from the main track and accessible by the spur track. The spur track is connected to the main track by a first switch and a second switch disposed on opposite sides of the station. The first switch is changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track. The rail system further includes a train with a locomotive and at least one passenger car coupled, directly or indirectly, behind the locomotive, and an EMDI releasably coupleable, directly or indirectly, behind the passenger car. The rail system in a first state with the first switch in the closed state being such that the train moves along the main track at a first speed in a direction of travel in which the first switch is past the station and with the EMDI being disposed on the spur track adjacent to the station and a passenger being located in the station. In some implementations, a method of operating the rail system includes embarking the passenger from the station onto the EMDI. The EMDI is accelerated on the spur track toward the first switch. After the train has moved past the first switch and after the first switch has been changed from the closed state to the open state, the EMDI exits from the spur track onto the main track behind the train via the switch. The EMDI is accelerated to a second speed, higher than the first speed and a distance between the EMDI and the train is reduced until the EMDI reaches the passenger car. The EMDI is then coupled to the passenger car.

In some embodiments, a rail system includes a main track, a spur track connected to the main track at two separated locations by a first switch and a second switch, and a station being (i) spaced from the main track, (ii) accessible by the spur track, and (iii) disposed between the first switch and the second switch. The first switch being changeable between a closed state in which a vehicle traveling on the main track will stay on the main track across the switch, and cannot access the spur track, and an open state in which a vehicle traveling on the main track can be diverted from the main track onto the spur track. The second switch being changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track. The rail system further includes a train with a locomotive and a passenger car coupled, directly or indirectly, behind the locomotive, a first EMDI being releasably coupleable, directly or indirectly, behind the passenger car, and a second EMDI being releasably coupleable, directly or indirectly, behind the passenger car. The rail system in a first state with each of the first switch and the second switch in the closed state being such that the train moves along the main track at a first speed in a direction of travel in which the second switch is past the first switch and with the first EMDI being coupled to the passenger car, a first passenger being carried by the first EMDI, and a second passenger being located in the station. In some implementations, a method of operating the rail system includes decoupling the first EMDI from the passenger car before the train reaches the first switch. After the first EMDI has decelerated to a speed less than the first speed with a separation between the first EMDI and the passenger car such that the train has passed the first switch and the first EMDI has been diverted from the main track onto the spur track via the first switch in the open state, the train is decelerated from the first speed to a second speed, lower than the first speed. After (i) the train has moved past the second switch, (ii) the second switch has changed from its closed state to its open state, (iii) the second EMDI has embarked the second passenger from the station, left the station on the spur track, and entered the main track from the spur track via the second switch, accelerated to a third speed, higher than the second speed, and reduced a distance between the second EMDI and the train until the second EMDI reaches the passenger car, the second EMDI is coupled to the passenger car. The train is then accelerated from the second speed to the first speed.

In some embodiments, a rail system includes a main track, a spur track connected to the main track at two separated locations by a first switch and a second switch, and a station being (i) spaced from the main track, (ii) accessible by the spur track, and (iii) disposed between the first switch and the second switch. The first switch being changeable between a closed state in which a vehicle traveling on the main track will stay on the main track across the switch, and cannot access the spur track, and an open state in which a vehicle traveling on the main track can be diverted from the main track onto the spur track. The second switch being changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track. The rail system further includes a train with a locomotive and a passenger car coupled, directly or indirectly, behind the locomotive, a first EMDI being releasably coupleable, directly or indirectly, behind the passenger car, and a second EMDI being releasably coupleable, directly or indirectly, behind the passenger car. The rail system in a first state with each of the first switch and the second switch in the closed state being such that the train moves along the main track at a first speed in a direction of travel in which the second switch is past the first switch and with the first EMDI being coupled to the passenger car, a first passenger being carried by the first EMDI, and a second passenger being located in the station. In some implementations, after the first EMDI has been decoupled from the passenger car and decelerated to a speed less than the first speed, creating a separation between the first EMDI and the passenger car, and after the train has passed the first switch but the first EMDI has not reached the first switch, a method of operating the rail system includes causing the first switch to change from its closed state to its open state, thereby enabling the first EMDI to be diverted from the main track onto the spur track via the first switch. The method can further include, after the train has moved past the second switch but before the second EMDI, which has embarked the second passenger from the station and left the station on the spur track moving towards the second switch, has reached the second switch, causing the second switch to move from its closed position to its open position, thereby enabling the second EMDI to enter the main track from the spur track via the second switch, behind the train.

In some embodiments, a rail system includes a main track, a spur track, and a catenary system. The spur track is connected to the main track at two separated locations by a first switch and a second switch. The spur track provides access to a station spaced from the main track and disposed between the first switch and the second switch. The catenary system includes a first portion and a second portion. The first portion is disposed in operative relation to the main track to provide electrical power to a locomotive of a train that includes a passenger car and to an EMDI releasably coupleable, directly or indirectly, behind the passenger car. The second portion is disposed in operative relation to the spur track to provide electrical power to the EMDI when the EMDI is operating on the spur track.

In some embodiments, any of the rail systems described herein can include a main track with a coupling section along a portion of the main track after the switch. Such a coupling section includes higher class rail (e.g., smoother rail capable of handling higher speeds, and/or the like) than the main track. The higher-class rail enables a safe coupling and supports the EMDI traveling at the second speed to begin alignment for coupling. The smoothness of the rail along the coupling section can facilitate the safe coupling of the EMDI to the train by limiting undesirable lateral or non-axial motion of the EMDI and train. Any of the rail systems and/or methods described herein can include coupling the EMDI to a passenger car while at least the EMDI and the passenger car are traveling along the coupling section, which otherwise may be unsafe particularly at higher speeds.

For example, in some embodiments, a rail system includes a main track, a spur track, and a station spaced from the main track and accessible by the spur track. The main track includes a coupling section. The spur track is connected to the main track by a first switch and a second switch disposed on opposite sides of the station. The first switch is changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track. The first switch is proximate to the coupling section of the main track. The rail system further includes a train with a locomotive and at least one passenger car coupled, directly or indirectly, behind the locomotive, and an EMDI releasably coupleable, directly or indirectly, behind the passenger car. The rail system in a first state with the first switch in the closed state being such that the train moves along the main track at a first speed in a direction of travel in which the first switch is past the station and with the EMDI being disposed on the spur track adjacent to the station and a passenger being located in the station. In some implementations, a method of operating the rail system includes embarking the passenger from the station onto the EMDI. The EMDI is accelerated on the spur track toward the first switch. After the train has moved past the first switch and after the first switch has been changed from the closed state to the open state, the EMDI exits from the spur track onto the main track behind the train via the switch. While traveling along the coupling section of the main track, the EMDI is accelerated to a second speed, higher than the first speed and a distance between the EMDI and the train is reduced until the EMDI reaches the passenger car. The EMDI is then coupled to the passenger car while each of the EMDI and the passenger car are traveling along the coupling section of the main track.

In some embodiments, any of the rail systems described herein can include an EMDI vehicle having an engagement mechanism configured to temporarily engage a receiving mechanism of the passenger car to facilitate the safe coupling of the EMDI to the passenger car. For example, the engagement mechanism and the receiving mechanism can collectively form an engagement/receiving mechanism such as a post-socket coupler or the like configured to limit one or more degrees of freedom associated with the relative movement between the moving EMDI and the passenger car. In some embodiments, such a post-socket coupler or the like can substantially limit relative motion between the EMDI and the passenger car to axial movement in a direction of travel. In other words, while the EMDI and the passenger car are traveling along the main track, the post-socket coupler is configured to allow relative linear/translational movement along an axis associated with the direction of travel (i.e., “axial movement” increasing/decreasing a distance between the EMDI and the passenger car), while inhibiting and/or limiting movement in other directions (i.e., “non-axial movement”). As such, the post-socket coupler or the like can or otherwise result in a relative stiff connection between the EMDI and the passenger car allowing, for example, a standard coupler to be used for a safe coupling between the EMDI to the passenger car. Once coupled the engagement mechanism can be configured to disengage from the receiving mechanism and the coupler can allow for a relatively flexible connection between the EMDI and the passenger car similar to or the same as known or standard connections between train cars.

For example, in some embodiments, a rail system includes a main track, a spur track, and a station spaced from the main track and accessible by the spur track. The spur track is connected to the main track by a first switch and a second switch disposed on opposite sides of the station. The first switch is changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track. The rail system further includes a train with a locomotive and at least one passenger car coupled, directly or indirectly, behind the locomotive, and an EMDI releasably coupleable, directly or indirectly, behind the passenger car. The rail system in a first state with the first switch in the closed state being such that the train moves along the main track at a first speed in a direction of travel in which the first switch is past the station and with the EMDI being disposed on the spur track adjacent to the station and a passenger being located in the station. In some implementations, a method of operating the rail system includes embarking the passenger from the station onto the EMDI. The EMDI is accelerated on the spur track toward the first switch. After the train has moved past the first switch and after the first switch has been changed from the closed state to the open state, the EMDI exits from the spur track onto the main track behind the train via the switch. The EMDI is accelerated to a second speed, higher than the first speed and a distance between the EMDI and the train is reduced until the EMDI reaches the passenger car. A portion of an engagement mechanism of the EMDI is advanced toward a receiving mechanism of the passenger car such that engagement therebetween limits non-axial motion of the EMDI and the passenger car relative to a direction of travel. The EMDI is then safely coupled to the passenger car and once coupled, the engagement mechanism of the EMDI is disengaged from the receiving mechanism of the passenger car.

Any of the rail systems described herein can include any suitable engagement/receiving mechanism, temporary or pre-coupling alignment mechanism, and/or any suitable system, mechanism, and/or feature configured to facilitate an EMDI vehicle coupling to a passenger car of a train during locomotion. For example, in some embodiments, an apparatus includes a stiffener, an actuator, and a receiver. The stiffener is movably coupled to a front-end portion of the EMDI vehicle, which is configured to be releasably coupleable, directly or indirectly, to the passenger car of the train. The actuator is coupled to the EMDI vehicle and is configured to transition the stiffener between a first configuration and a second configuration when actuated. The receiver is coupled to a rear end portion of the passenger car. The receiver is configured to receive a portion of the stiffener when the stiffener is in the second configuration to limit non-axial motion of the EMDI vehicle and the passenger car relative to a direction of travel of the train. In some implementations, limiting the non-axial motion when the portion of the stiffener in the second configuration is received in the receiver allows each of a mechanical coupler and a power coupler to releasably couple the EMDI vehicle to the passenger car during the locomotion. In some implementations, the stiffener is configured to transition from the second configuration to the first configuration in response to the mechanical coupler and the power coupler coupling the EMDI vehicle to the passenger car.

In some embodiments, a rail system need not include a catenary system. For example, in some embodiments, a rail system includes a main track, a spur track, and a station spaced from the main track and accessible by the spur track. The spur track is connected to the main track by a first switch and a second switch disposed on opposite sides of the station. The rail system further includes a train with an electrically powered locomotive and a passenger car coupled, directly or indirectly, behind the locomotive, a first embarkation/disembarkation (EMDI) vehicle including a first energy storage and being releasably coupleable, directly or indirectly, behind the passenger car, and a second EMDI including a second energy storage and being releasably coupleable, directly or indirectly, behind the passenger car. The rail system in a first state being such that the train is moving at a first speed along the main track, the first EMDI is coupled to the passenger car and is carrying a first passenger, and the second EMDI is at the station, has embarked a second passenger, and the second energy storage is substantially fully charged. In some implementations, a method of operating the rail system includes transferring electric power from the first energy storage of the first EMDI to the locomotive until an energy level of the first energy storage falls below a threshold energy level. Before the train reaches the first switch, the first EMDI from the passenger car. The first EMDI is then diverted from the main track onto the spur track via the first switch. The second switch is opened to allow the second EMDI to travel from the spur track onto the main track behind the passenger car. The second EMDI travels along the main track at a second speed greater than the first speed such that a distance between the second EMDI and the passenger car is reduced until the second EMDI reaches the passenger car. The second EMDI is then coupled to the passenger car such that electric power is transferred from the second energy source of the second EMDI to the locomotive. The method further includes decelerating the first EMDI to a stop at the station, thereby allowing the first passenger to disembark.

Any of the rail systems described herein can be configured to be operated, for example, as a continuous or substantially continuous railway system, and/or the like. In some implementations, any of the methods described herein of operating such rail systems can include, for example, providing electric energy from an energy storage of one or more EMDI vehicle to at least one of an energy storage or a motor of a locomotive. Moreover, any of the couplers or coupling systems described herein can allow for the safe physical and electrical coupling of one or more EMDI vehicles to a last car of a moving train, thereby facilitating or at least partially enabling the continuous or substantially continuous railway system.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the full scope of the claims. Unless defined otherwise, all technical and scientific terms used herein have the same meanings as commonly understood by one of ordinary skill in the art.

As used in this specification, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. For example, the term “a member” is intended to mean a single member or a combination of members, “a material” is intended to mean one or more materials, or a combination thereof. With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

In general, terms used herein, and especially in the appended claims, are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” etc.). For example, the terms “comprise(s)” and/or “comprising,” when used in this specification, are intended to mean “including, but not limited to.” While such open terms indicate the presence of stated features, integers (or fractions thereof), steps, operations, elements, and/or components, they do not preclude the presence or addition of one or more other features, integers (or fractions thereof), steps, operations, elements, components, and/or groups thereof, unless expressly stated otherwise.

As used herein the term “and/or” includes any and all combinations of one or more of the associated listed items. Said another way, the phrase “and/or” should be understood to mean “either or both” of the elements so conjoined (i.e., elements that are conjunctively present in some cases and disjunctively present in other cases). It should be understood that any suitable disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, contemplate the possibilities of including one of the terms, either of the terms, or both terms. Other elements may optionally be present other than the elements specifically identified by the “and/or” clause, whether related or unrelated to those elements specifically identified. Thus, as a non-limiting example, a reference to “A and/or B” can refer to “A” only (optionally including elements other than “B”), to “B” only (optionally including elements other than “A”), to both “A” and “B” (optionally including other elements), etc.

As used herein, “or” should be understood to have the same meaning as “and/or” as defined above. For example, when separating items in a list, “or” or “and/or” shall be interpreted as being inclusive (e.g., the inclusion of at least one, but also including more than one, of a number or list of elements, and, optionally, additional unlisted items). Only terms clearly indicated to the contrary, such as when modified by “only one of” or “exactly one of” (e.g., only one of “A” or “B,” “A” or “B” but not both, and/or the like) will refer to the inclusion of exactly one element of a number or list of elements.

As used herein, the phrase “at least one,” in reference to a list of one or more elements, should be understood to mean at least one element selected from any one or more of the elements in the list of elements, but not necessarily including at least one of each and every element specifically listed within the list of elements and not excluding any combinations of elements in the list of elements, unless expressly stated otherwise. This definition also allows that elements may optionally be present other than the elements specifically identified within the list of elements to which the phrase “at least one” refers, whether related or unrelated to those elements specifically identified. Thus, as a non-limiting example, “at least one of A and B” (or, equivalently, “at least one of A or B” or “at least one of A and/or B”) can refer to one or more “A” without “B,” one or more “B” without “A,” one or more “A” and one or more “B,” etc.

All ranges disclosed herein are intended to encompass any and all possible subranges and combinations of subranges thereof unless expressly stated otherwise. Any listed range should be recognized as sufficiently describing and enabling the same range being broken down into at least equal subparts unless expressly stated otherwise. As will be understood by one skilled in the art, a range includes each individual member and/or a fraction of an individual member where appropriate.

As used herein, the terms “about,” “approximately,” and/or “substantially” when used in connection with stated value(s) and/or geometric structure(s) or relationship(s) is intended to convey that the value or characteristic so defined is nominally the value stated or characteristic described. In some instances, the terms “about,” “approximately,” and/or “substantially” can generally mean and/or can generally contemplate a value or characteristic stated within a desirable tolerance (e.g., plus or minus 10% of the value or characteristic stated). For example, a value of about 0.01 can include 0.009 and 0.011, a value of about 0.5 can include 0.45 and 0.55, a value of about 10 can include 9 to 11, and a value of about 100 can include 90 to 110. Similarly, a first surface may be described as being substantially parallel to a second surface when the surfaces are nominally parallel. While a value, structure, and/or relationship stated may be desirable, it should be understood that some variance may occur as a result of, for example, manufacturing tolerances or other practical considerations (such as, for example, the pressure or force applied through a portion of a device, conduit, lumen, etc.). Accordingly, the terms “about,” “approximately,” and/or “substantially” can be used herein to account for such tolerances and/or considerations.

As used herein, the term “set” can refer to multiple features, components, members, etc. or a singular feature, component, member, etc. with multiple parts. For example, when referring to a set of walls, the set of walls can be considered as one wall with multiple portions, or the set of walls can be considered as multiple, distinct walls. Thus, a monolithically constructed item can include a set of walls. Such a set of walls may include multiple portions that are either continuous or discontinuous from each other. A set of walls can also be fabricated from multiple items that are produced separately and are later joined together (e.g., via a weld, an adhesive, or any suitable method).

Referring now to the drawings, FIGS. 1A and 1B are schematic illustrations of a rail system 100 according to an embodiment. As shown, the rail system 100 includes a railway 110, a train 120, transfer car or embarkation/disembarkation vehicle (referred to herein as “EMDI vehicle” or simply “EMDI”) 160, and a catenary CAT. Rail system 100 can serve to transport freight and/or passengers between two terminuses T at respective ends of railway 110, and one or more intermediate stations S located between terminuses T and selectively connected to railway 110 by rail spur track 112 and respective switches 113, 115.

Catenary CAT can supply electrical energy to train 120 via power coupling 128, and optionally to EMDI 160 by power coupling 168. Power couplings 128, 168 may each be implemented as a pantograph. Catenaries and pantographs are well known mechanisms for providing electrical energy to trains—suitable examples and considerations for high-speed railways are described in detail in Liu, Z., Song, Y., Han, Y. et al. Advances of research on high-speed railway catenary. J. Mod. Transport. 26, 1-23 (2018), the disclosure of which is incorporated herein by reference.

Catenary CAT can receive electrical energy from an electricity transmission line ETL, which in turn receives electrical energy from one or more electricity sources ES that are electrically coupled to the ETL. Electricity sources ES can be any one or more known sources of electrical energy, but are advantageously renewable sources. For example, electricity sources ES can be solar (photovoltaic) panels, wind turbines, hydroelectric (water turbines), geothermal generators, etc. Advantageously, such renewable electricity sources may be located near to the transmission line, and the transmission line is located near, or even colinear with, catenary CAT and railway 110. For example, as shown schematically in FIG. 1B, railway 110 may be constructed along a right of way for a highway HROW (e.g., in the highway median HM separating opposite highway traffic lanes HTL) and, in conventional fashion, catenary CAT is constructed over railway 110. Electricity transmission line ETL can also be constructed in the highway median HM, or adjacent to but outside of the highway traffic lanes HTL, but still in the highway right of way HROW, with a relatively short distance electrical coupling to catenary CAT. Electricity sources ES (such as solar panel arrays) can be located in the highway median HM and/or outside of the highway traffic lanes HTL but in the highway right of way HROW. Electricity sources ES can also be any other sources on the electrical grid to which electricity transmission line ETL may be coupled.

Rail system 100 may also include one or more energy storage systems ESS. An energy storage system ESS may be any system that can receive electrical energy, e.g., from the electricity transmission line ETL and/or directly from one or more electricity sources ES, optionally convert the energy from electric to another form (chemical, kinetic, potential, etc.) and back to electric, and supply the electrical energy to the catenary CAT, and optionally to electricity transmission line ETL. The stored energy can be used to supply energy required to operate rail system 100, and particularly train 120 and EMDI 160, during interruptions to the supply of electrical transmission line ETL, such as failures of the ETL or connected grid power sources, or reduced energy from energy source(s) ES (for example if energy source is a solar array, it would not supply electrical energy at night). Energy storage system ESS may be implemented with any suitable technology for storing large amounts of energy, such as the technologies used for electrical grid storage. For example, it may be implemented as a battery, such as using lithium-ion technology. It may also be implemented as a flywheel coupled to a motor/generator, thus converting electrical energy to kinetic energy for storage and then converting the kinetic energy back to electrical energy when needed. It may also be implemented as a system to convert electrical energy to and from mechanical potential energy, such as motor/generator coupled to a solid mass that can be lifted to store energy and lowered to release energy, or coupled to a water turbine to pump water or other liquid between upper and lower reservoirs. It may also be implemented with a reversible compressor and motor/generator to compress and store, and then retrieve and decompress, gas in a reservoir. It may also be implemented using other chemical intermediaries, such as hydrogen, e.g., by electrolysis of water to produce hydrogen, storage of the hydrogen, and the conversion of the hydrogen back to electricity, such as by a fuel cell.

Advantageously, electricity transmission line ETL may also supply electrical energy to one or more electricity consumers EC, which may be industrial, commercial, and/or residential consumers, or other transportation modalities, e.g., electrically powered cars or aircraft. For example, a “vertiport” or operating station for advanced aerial mobility aircraft (air taxis, electric or hybrid electric vertical or short takeoff and landing vehicles, eVTOL/eSTOL) may be co-located at any or all of the terminuses and stations of the rail system, and/or elsewhere along or near the ETL. Charging stations for electric vehicles (cars, buses, trucks) may be similarly co-located. Thus, rail system 100 can function not only as a high-speed transportation system for freight and passengers, but also as a distribution system for renewable energy—“light freight.” In some implementations, an energy source ES and one or more electricity consumers EC can be co-located or substantially co-located. For example, an electricity consumer EC can be an industrial, commercial, and/or residential consumer owning and/or otherwise controlling property, land, water rights, etc. on which an energy source ES can be operated (e.g., a solar power (photovoltaic) panel, installation, farm, and/or the like). As such, an electricity transmission line ETL may electrically connect the energy source ES to the electricity consumer EC, and then electrically connect the energy source ES to the catenary CAT. While a specific example is provided, it will be understood that the arrangement of the energy source ES, electricity consumer EC, and catenary CAT can be modified for specific implementations which can include any suitable electrical connections run in parallel or series.

Rail system 100 can include components that operate using alternating current (AC) and/or direct current (DC), and may employ known technologies and devices for converting between AC and DC as needed. For example, one possible energy source ES is solar (photovoltaic) panels, which output electrical energy in DC form. In contrast, wind turbines typically output electrical energy in AC form. High voltage, long-distance electrical transmission lines conventionally carry electrical energy in AC form. However, high-voltage direct current (HVDC) transmission systems can allow higher power to be transferred over longer distances than AC, albeit at higher initial construction cost than AC. For some electricity consumers EC, DC may be the preferable form of electrical energy. For example, DC may enable faster charging of the batteries of electric vehicles EV (such as automobiles or aircraft). Traction motors for train locomotives are conventionally driven by AC.

As described above, an energy source ES and an electricity consumer EC can be collocated or substantially co-located. In implementations in which the energy source ES is solar panels, production and consumption of electrical energy can be DC electrical energy, which advantageously simplifies implementation, reduces energy losses, and/or the like. In some embodiments, a DC electricity transmission line ETL from the energy source ES or the electricity consumer EC can be electrically terminated at, for example, an inverter or converter configured to output AC electrical energy suitable for delivery to the catenary CAT and/or other portions of the AC electricity transmission lines ETL included therein. In some implementations, such a configuration can allow for electrical isolation and/or decoupling of a single energy source ES (or a single group of energy sources ES) at a specific terminus, station, and/or location along the main track providing electrical protection to remaining portions of the catenary CAT resulting from electrical shorts, overloads, component failure and/or the like.

As described in more detail below with reference to FIG. 2A, train 120 can operate on railway 110, traveling between terminuses T, and may be powered in whole or in part by electrical energy received from catenary CAT via power coupling 128. One or more EMDI vehicles 160 can be selectively coupled to train 120. While coupled to train 120, EMDI 160 travels on railway 110. However, when decoupled from train 120, EMDI 160 can travel on rail spur track 112 between railway 110 and station S. As described in more detail below with reference to FIGS. 3 and 4A-4E, EMDI 160 may decouple from train 120 and, with switch 113 disposed in an “open” position, exit railway 110 and enter spur track 112, on which it can then travel to station S and discharge passengers. The EMDI 160 can embark passengers at station S, travel along spur track 112, and with switch 115 in an “open” position, exit spur track 112 and enter railway 110, where it can couple to another train 120.

In some embodiments, the railway 110 may include one or more sections having different class rail (e.g., maximum possible running speed limit) than the remaining sections of the railway 110. For example, the railway 110 may be class 6 rail (e.g., maximum speed limit of 110 miles per hour) generally, but may include portions or sections of class 7 rail (e.g., maximum speed limit of 125 miles per hour), class 8 rail (e.g., maximum speed of 160 miles per hour), or class 9 track (e.g., maximum speed of 220 miles per hour). Including sections with higher class rail can be advantageous at points where the EMDI decouples and/or couples to the train 120 such as, for example, before the switch 113 or after the switch 115 (or vice versa depending on a direction of travel). For example, higher class rail is typically smoother than lower class rail, which in some instances, may limit lateral or non-axial movement of the train 120 and/or EMDI 160. As such, the sections of higher-class rail can facilitate the coupling and/or decoupling of the EMDI 160 to and/or from the train 120. Such sections are generally referred to as “coupling sections 111” (see FIG. 1A), though the use of these sections is not intended to be limited to coupling/decoupling the EMDI 160.

Although, for ease of illustration, FIG. 1A shows a single station S and associated rail spur tracks and switches, it is contemplated that rail system 100 can include multiple stations and associated rail spur tracks and switches, so that rail system 100 can provide passenger transportation to and from multiple locations along railway 110 and to and from terminuses T. Similarly, multiple trains 120 may operate on railway 110, as well as multiple EMDI vehicles 160. Similarly, although shown in FIG. 1A as a unidirectional railway 110, with train 120 and EMDI 160 traveling from right to left in FIG. 1A, it is contemplated that rail system 100 can include a bidirectional railway, with two or more sets of tracks enabling multiple trains to operating concurrently in opposite directions between terminuses T, with each set of tracks having access to stations S through associated switches and rail spur tracks. This rail architecture enables train 120 to move continuously along railway 110 between terminuses T, not stopping at intermediate station(s) S, while still transporting passengers to/from intermediate station(s) S and terminuses T by way of EMDI(s) 160. Train 120 may operate continuously at a high speed, or may reduce speed over a portion of the railway 110 near station S to facilitate rendezvous and coupling with EMDI(s) 160. As explained in more detail below, this enables train 120 to operate at an average speed that is a much higher percentage of its maximum operating speed than if the train were to stop at station(s) S. Thus, train 120 can provide shorter travel times between terminuses T (and to/from station(s) S) than conventional low-speed rail systems, and with less expensive railway and train equipment than known high-speed rail systems.

While described as receiving electrical energy from the catenary CAT, in some implementations (whether including the catenary CAT or not), the train 120 and/or the EMDI 160 can receive electrical energy from any suitable source. In some implementations, for example, the EMDI 160 can be configured to carry people between the station S and the train 120 and may also be configured to include an energy storage such as one or more batteries or the like. In such implementations, the EMDI 160 can provide electrical energy from the energy storage (e.g., battery) to the locomotive of the train 120. Moreover, the EMDI can receive electrical energy from the electricity source(s) ES and/or the electricity transmission line ETL operable to recharge the battery. For example, as described above with respect to the electricity consumer EC, the EMDI 160 can access the electricity source ES while at the station. Accordingly, EMDI vehicles 160 with at least partially depleted energy storage can decouple from the train 120, can carry passengers to the station and allow the passengers to disembark, can have the energy storage recharged while at the station, and then can return to the main track to couple to the same or a different train 120. EMDI vehicles 160 operating in this mode can be said to be operating as an energy refueler, recharger, exchanger, adder, and/or the like. More simply, the EMDI 160 can be operating in an exchanger/adder (“EXAD”) mode.

FIGS. 2A and 2B illustrate portions of a rail system 200, which may be similar to rail system 100, and a more detailed illustration of an exemplary train 220 and EMDI vehicle 260, according to an embodiment. As shown in FIG. 2A, rail system 200 includes a catenary CAT, which can receive electrical energy from sources and by arrangements such as those described above for rail system 100. Railway 210 includes rails 216 on which train 220 and EMDI 260 can travel. Train 220 can include one or more locomotives 230, one or more freight cars 240, and one or more passenger cars 250, all of which may be selectively coupled together for travel on rails 216, drawn by locomotive(s) 230, and decoupled, e.g., at a terminus T, in conventional fashion.

Locomotive 230 can be coupled to catenary CAT by power coupling 228, from which it can receive electrical energy for its operation. Locomotive 230 includes traction (or “drive/brake”) wheels 231, which engage with rails 216 to provide motive force to locomotive 230 to accelerate locomotive 230 to desired speed(s) and maintain locomotive 230 at the desired speed (and thus train 220 and, when coupled to train 220, EMDI 260). Drive/brake wheels 231 are powered by motor/generator 232, which can convert electrical energy to mechanical energy to rotate drive/brake wheels 231. The electrical energy provided to motor/generator 232 can be received directly from power coupling 228 (and thus from catenary CAT). Motor/generator 232 can also, or instead, receive electrical energy from an energy storage 233 and/or an energy generator 234. For example, energy generator 234 can be a diesel locomotive generator system, which converts chemical energy in diesel fuel to mechanical energy in an internal combustion engine and then to electrical energy by a generator. Train locomotives using such hybrid diesel/electric energy arrangements are known, for example the Vectron Dual Mode locomotive produced by Siemens or the Bi-mode locomotive produced by Hitachi. Such locomotives can operate by electrical energy from a catenary, from a diesel generator, or a combination of both.

Energy storage 233 can store electric energy on board locomotive 230 and supply it to motor/generator 232 as needed, e.g., when insufficient electric energy is available from catenary CAT via power coupling 228 and/or from energy generator 234. Energy storage can be implemented as a battery, flywheel system, or other chemical system, in known fashion.

Drive/brake wheels 231 can also generate electric energy, such as when decelerating locomotive 230 (and train 220, and EMDI 260 when coupled to train 220), by known regenerative braking techniques. The generated electrical energy can be stored in optional energy storage 233, used for other electrical energy needs of train 220 (or EMDI 260 when coupled to train 220), or directed to catenary CAT (and thence to electrical transmission line ETL) via power coupling 228.

As noted above, train 220 can include one or more freight car(s) 240 to be transported between terminuses T. Each freight car 240 can be implemented as any of conventional, known railway freight car types that may be used to carry freight (autorack, boxcar, centerbeam, covered hopper, coil car, flat car, gondola, intermodal equipment, refrigerated boxcar, open-top hopper, tank car, well car, etc.). As shown schematically in FIG. 2A, each freight car 240 includes freight storage 245 in which freight is carried.

As noted above, train 220 can include one or more passenger car(s) 250 to be transported between terminuses T. Each passenger car 250 can be implemented as any of conventional, known railway passenger car types that may be used to transport passengers (open coach, compartment, dining, lounge, observation, etc.). As shown schematically in FIG. 2A, each passenger car 250 includes passenger seating 255 in which passengers may be carried while the train 220 is traveling. Advantageously, as shown schematically in FIG. 2A, a passenger car 250 is the last car of train 220, so that it can be selectively coupled to and uncoupled from a EMDI 260. However, in some embodiments, a different type of car may be the last car of train 220, passengers may move through that car from EMDI 260 to a passenger car 250.

Although not shown in FIG. 2A, train 220 can also include other types of cars to be transported between terminuses T, such as head end equipment (baggage, stock, prisoner, railway post office, etc.) or other specialized car types (combine, dome, double-decker, etc.) to be transported between terminuses T.

EMDI 260 may be coupled to train 220 (e.g., to a passenger car 250) by a coupler 270. Coupler 270 may be a part of EMDI 260, a part of passenger car 250, or may be collectively formed from portions of both EMDI 260 and passenger car 250. Coupler 270 provides for secure, but releasable, mechanical coupling of EMDI 260 and passenger car 250 (and thus train 220), via mechanical coupling 272. It also provides for transfer of passengers back and forth between EMDI 260 and passenger car 250 via passenger passage 274. Optionally, coupler 270 may also provide for transfer of electrical energy between train 220 and EMDI 260, via the power coupling 278, as described in more detail below.

In some embodiments, in addition to the coupler 270, the EMDI 260 includes an engagement mechanism 266 configured to engage a receiving mechanism 221 of the train 220 to temporarily align the EMDI 260 and the train 220 to allow for the mechanical coupling 272 to engage. In some embodiments, the engagement mechanism 266 includes at least two elongate members (e.g., posts, probes, stiffeners, rods, etc.) and the receiving mechanism 221 includes at least two corresponding receivers (e.g., casings, sockets, channels, openings, clamps, etc.), configured to accept the elongate members. For example, the engagement mechanism 266 of the EMDI 260 can include two posts and the receiving mechanism 221 of the train 220 can include the two corresponding sockets (e.g., thereby at least temporarily forming a post-socket coupling). As another example, the engagement mechanism 266 of the EMDI 260 includes a post and a socket and the receiving mechanism 221 of the train 220 includes a corresponding socket and a corresponding post. As another example, the EMDI 260 can include socket(s) (e.g., the receiving mechanism 221) and the train 220 can include post(s) (e.g., the engagement mechanism 226). In some implementations, the post-socket coupler engages when the post is extended by an actuator (e.g., motor, pneumatic system, hydraulic system, etc.) and the extended post is received by the socket. In some embodiments, the post-socket coupler engagement process is laser guided. In some embodiments, motion sensors coupled to the train 220 and/or the EMDI 260 sense the motion of the train 220 and/or the EMDI 260 to determine if any motions will affect post-socket coupler engagement or engagement of other parts of the coupler 270 and/or to determine a distance between the train 220 and the EMDI 260.

Once engaged, the post-socket coupler or other temporary engagement/alignment feature restricts the degrees of freedom of the EMDI 260 relative to the train 220 to a single dimension (e.g., axial position in the direction of the moving train) by restricting the motion of the EMDI 260. The post-socket coupler remains engaged until the EMDI 260 is coupled to the train 220 (e.g., when the mechanical coupling 272 is engaged, the power coupling 278 is engaged, and/or the passenger passage 274 is engaged).

Moving trains at relatively high speeds even when traveling on higher class rail (e.g., class 7) may introduce challenges with coupling the EMDI 260 and the train 220 together. In some instances, these challenges can be mitigated or substantially overcome by including a coupling section along the main track having higher class rail (e.g., class 8 or class 9). In such instances, the post-socket coupler or other engagement/alignment feature may be optional. Alternatively, the post-socket coupler or other engagement/alignment feature can reduce the impact of these challenges and/or overcome these challenges by restricting the motion of the EMDI 260 to one dimension along the tracks. In some embodiments, the post-socket coupler or other engagement/alignment feature can improve coupling efficiency between the EMDI 260 and the train 220 and, in some instances, higher class rail may become optional. In some embodiments, a rail system may overcome such challenges by including both a coupling section along the main track of higher-class rail and the post-socket coupler or other engagement/alignment feature.

EMDI 260 includes passenger seating 265, in which passengers may be carried at least while the EMDI 260 is traveling between train 220 and a station S (as shown in FIG. 1A). When EMDI 260 is coupled to train 220, e.g., to the last passenger car 250, via coupler 270, passengers can move between passenger car 250 and EMDI 260 via passenger passage 274. Thus, upon arrival of an EMDI 260 carrying passengers from a station S to train 220, and coupling the EMDI 260 to passenger car 250 via coupler 270, passengers can move from EMDI 260 to passenger car 250 and passenger seating 255 (and/or other cars on train 220) for more comfortable travel than may be afforded on EMDI 260. Alternatively, in certain modes of operation of rail system 200, some or all of the passengers in EMDI 260 who boarded at a station S may remain in EMDI 260 until EMDI 260 is decoupled from passenger car 250 (and thus train 220) and travels to another station S, or remains coupled until train 220 reaches a terminus T. Similarly, passengers wishing to leave train 220 for a station S (rather than remaining on train 220 until its arrival at a terminus T) may move from passenger seating 255 (or another passenger car on train 220) through passenger passage 274 and into passenger seating 265 on EMDI 260 in preparation for decoupling of EMDI 260 from train 220 and travel to station S.

EMDI 260 includes drive/brake wheels 261 and motor/generator 262, which may be implemented similarly to drive/brake wheels 231 and motor/generator 232 of locomotive 230. Together, drive/brake wheels 261 and motor/generator 262 can provide motive force to EMDI 260 to accelerate EMDI 260 from a station S along a spur track to join rails 216 and then to a desired speed to rendezvous and couple with train 220. Similar to the arrangement in locomotive 230, electrical energy to operate motor generator 262 may be supplied by a power coupling 268 to catenary CAT (while EMDI is on rails 216—optionally, a spur track catenary, not shown, may be provided on the spur track). Additionally, or alternatively, and depending in part on different modes or stages of operation of EMDI 260, electrical energy may be supplied by an energy generator 264 and/or energy storage 263 (similar to energy generator 234 and energy storage 233 of locomotive 230).

In some embodiments, electrical energy may be supplied by power coupling 278. In turn, power coupling 278 may receive electrical energy from train 220 from one or more of power coupling 228 (and thus catenary CAT), energy storage 233, energy generator 234, and/or motor/generator 232. In some embodiments, power coupling 278 may be bidirectional, i.e., electrical energy may be supplied from EMDI 260 (from power coupling 268, energy generator 264, energy storage 263, and/or motor generator 262) to train 220 (e.g., to energy storage 233, motor/generator 232, and/or power coupling 228 (and thence to catenary CAT).

The operation of EMDI 260, coupler 270, and switches of the railway may be controlled automatically, such as by one or more compute systems executing software instructions and responding to signals from various sensors. Such compute systems may be included in the EMDI 260, in locomotive 230, and/or in stationary components of the rail system 200, such as at one or more stations and/or a control facility, installation, hub, station, etc. In some implementations, the operation may be monitored or supervised, and/or controlled in whole or in part by one or more human operators in the EMDI, locomotive, and/or one or more stations or other stationary facilities of the rail system. In some implementations, one or more portions or functions of the rail system 200 can be operated and/or controlled at least semi-autonomously. In such implementations, a compute system can execute instructions associated with controlling one or more portions or functions of the rail system 200 and/or can execute one or more machine learning or artificial intelligence models, algorithms, etc. associated with controlling one or more portions or functions of the rail system 200 (e.g., based on past, current, and/or projected operating conditions, etc.).

In some embodiments, at least a portion of the rail system 200 may be implemented without the use of the catenary. In these embodiments, the energy storage 263 of the EMDI 260 can be sufficiently sized and/or can have a sufficient energy density to allow the energy storage 263 to, for example, supply electrical power to the locomotive 230 and/or to otherwise charge or recharge the energy storage 233 of the locomotive 230. As will be appreciated, it is generally desirable for the EMDI 260 operating in an EXAD mode to maximize an amount of energy storage, energy density, energy/power output, and/or the like while minimizing weight, size, and/or other practical constraints. Similarly, it may be desirable to configure, design, and/or select the energy storage 263 to minimize recharging time, increase compatibility with usable infrastructure, and/or the like. Accordingly, the energy storage 263 can be any suitable battery, flywheel, chemical or solid-state energy storage, such as those that achieve or facilitate one or more of these goals and/or any other desirable characteristic.

In some embodiments, the rail system 200 includes an electricity source ES, which can be used to supply electricity to the catenary or to supply electricity to a recharging station RS configured to recharge the energy storage 263 of the EMDI operating in EXAD mode. In some embodiments, the recharging station RS can be located with a passenger or freight station (e.g., station S shown in FIG. 1A). In this way, an EMDI stopped at a station to embark or disembark passengers can also access the electricity source ES via the station to recharge the energy storage 263. The energy storage 263 can be configured to provide electric energy to motor/generator 262 to provide motive force to move the EMDI 260 alone along the rails 216, or when coupled to the train 220, to move the train 220 along the rails 216 (e.g., in combination with the motor/generator 232 of the locomotive 230. In addition, the energy storage 263 can provide a flow of electric energy, via the power coupling 278, to the energy storage 233 of the locomotive 230 or directly to the motor/generator 232 of the locomotive 230.

The EMDI 260 operating in EXAD mode can include the energy generator 264 configured to generate energy, which in turn, is stored by the energy storage 263. While the energy generators 234 and 264 may be, for example, diesel or hybrid diesel generators, in some embodiments, the energy generator 264 can be a solar panel array or the like mounted on the EMDI 260. In this manner, the energy generator 264 (or in this example, an energy source), can produce electricity that is then provided to the energy storage 263 and/or any other component of the EMDI 260 and/or train 220.

FIG. 2B illustrates an example of a controller 280 included in the system 200. The controller 280 can be one or more compute devices such as a personal computer (PC), a workstation, a server device (e.g., a web server device), a network management device, an administrator device, and/or so forth. In some embodiments, the controller 280 can be a group of servers or devices housed together in or on the same blade, rack, and/or facility or distributed in or on multiple blades, racks, and/or facilities. In some implementations, the controller 280 can be a physical machine (e.g., a server or group of servers) that includes and/or provides a virtual machine, virtual private server, and/or the like that is executed and/or run as an instance or guest on the physical machine, server, or group of servers (e.g., the host device). In some implementations, at least a portion of the functions of the rail system 200 and/or controller 280 described herein can be stored, run, executed, and/or otherwise deployed in a virtual machine, virtual private server, and/or cloud-computing environment. Such a virtual machine, virtual private server, and/or cloud-based implementation can be similar in at least form and/or function to a physical machine. Thus, the controller 280 can be one or more physical machine(s) with hardware configured to (i) execute one or more processes associated with the controller 280 or (ii) execute and/or provide a virtual machine that in turn executes the one or more processes associated with the controller 280. Similarly stated, the controller 280 may be a physical machine configured to perform any of the processes, functions, and/or methods described herein whether executed directly by the physical machine or executed by a virtual machine implemented on the physical controller 280.

For example, the controller 280 can include at least a memory 282 and a processor 284. In some implementations, the controller 280 can also include at least a communicator 286 and an input/output device(s) 288. The memory 282, processor 284, communicator 286, and input/output device(s) 288 are in communication, connected, and/or otherwise electrically coupled to each other such as to allow signals to be sent therebetween (e.g., via a system bus, electrical traces, electrical interconnects, and/or the like). The memory 282 of the controller 280 can be a random access memory (RAM), a memory buffer, a hard drive, a read-only memory (ROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory or other suitable solid state non-volatile computer storage medium, and/or the like. In some instances, the memory 282 includes a set of instructions or code (e.g., executed by the processor 284) used to perform one or more actions associated with, among other things, controlling one or more portions and/or components of the rail system 200.

The processor 284 can be any suitable processing device configured to run or execute a set of instructions or code (e.g., stored in the memory 282). For example, the processor can be a general-purpose processor (GPP), a central processing unit (CPU), an accelerated processing unit (APU), a graphics processor unit (GPU), a field programmable gate array (FPGA), an Application Specific Integrated Circuit (ASIC), and/or the like. The processor 284 can run or execute a set of instructions or code stored in the memory 282 associated with communicating with and/or controlling one or more portions or components of the rail system 200. For example, the processor 284 can execute a set of instructions or code stored in the memory 282 associated with controlling (opening or closing) one or more switching, directing traffic along the railway, directing a flow of electrical energy, controlling one or more trains, locomotives, EMDIs, vehicles, etc., and/or the like.

The communicator 286 of the controller 280 can be any suitable module, component, engine, and/or device that can place the controller 280 in communication with one or more portions of the rail system 200 (e.g., via one or more networks). For example, the communicator 286 can be a network interface card or the like including, for example, an Ethernet port, a universal serial bus (USB) port, a WiFi® radio, a Bluetooth® radio, a near field communication (NFC) radio, a cellular radio, and/or the like. Moreover, the communicator 286 can be electrically connected to the memory 282 and the processor 284 (e.g., via a system bus and/or the like). As such, the communicator 286 can send signals to and/or receive signals from the processor 284 associated with electronically communicating with the rail system 200 (e.g., via one or more networks).

The input/output device(s) 288 of the controller 280 can be any suitable module, component, and/or device that can receive, capture, and/or record one or more inputs (e.g., user inputs) and that can send signals to and/or receive signals from the processor 284 associated with the one or more inputs and/or that can provide an output resulting from one or more processes being performed on or by the controller 280. For example, the input/output device(s) 288 can be and/or can include any suitable module, component, and/or device that can receive, capture, and/or record one or more inputs (e.g., user inputs) and that can send signals to and/or receive signals from the processor associated with the one or more inputs. In some implementations, such input/output device(s) can be and/or can include ports (e.g., USB port(s), FireWire port(s), Thunderbolt port(s), Lightning ports, and/or the like), cameras, microphones, peripherals (e.g., keyboard, mouse, and/or the like), etc. In some implementations, a touch screen or the like of a display (e.g., the output device) can be an input device configured to receive a tactile and/or haptic user input. In some implementations, the input/output device(s) 288 can be and/or can include a display such as, for example, a cathode ray tube (CRT) monitor, a liquid crystal display (LCD) monitor, a light emitting diode (LED) monitor, and/or the like that can graphically represent data and/or any suitable portion of the rail system 200. In some implementations, the processor 284 can execute a set of instructions to cause the display (input/output device(s) 288) to graphically represent data, a graphical user interface (GUI) associated with a webpage, PC application, mobile application, and/or the like that can be operable in controlling one or more portions of the rail system 200.

As described above, in some implementations, the controller 280 can be in communication with the rail system 200 (or one or more portions or components thereof) via a network(s). The network can be any type of network or combination of networks such as, for example, a local area network (LAN), a wireless local area network (WLAN), a virtual network (e.g., a virtual local area network (VLAN)), a wide area network (WAN), a metropolitan area network (MAN), a worldwide interoperability for microwave access network (WiMAX), a telephone network (such as the Public Switched Telephone Network (PSTN) and/or a Public Land Mobile Network (PLMN)), an intranet, the Internet, an optical fiber (or fiber optic)-based network, a cellular network, digital cellular telephone connection, Cellular Digital Packet Data (CDPD) connection, digital satellite data connection, a virtual private network (VPN), and/or any other suitable network. The network can be implemented as a wired and/or wireless network. By way of example, the network can be implemented as a WLAN based on the Institute of Electrical and Electronics Engineers (IEEE) 802.11 standards (also known as “WiFi®”). Moreover, the network can include a combination of networks of any type such as, for example, a LAN or WLAN and the Internet. In some implementations, communication (e.g., between the controller 280 and portion(s) of the rail system 200) can be established via the network and any number of intermediate networks and/or alternate networks (not shown), which can be similar to or different from the network. As such, data can be sent to and/or received by devices, databases, systems, etc. using multiple communication modes (e.g., associated with any suitable network(s) such as those described above) that may or may not be transmitted using a common network.

FIG. 3 is a flowchart illustrating a method 300 of operating a rail system 400, which may be as described for rail system 100, with a train and EMDI vehicles such as train 220 and EMDI 260, and FIGS. 4A to 4E illustrate various states of rail system 400 resulting from the steps of method 300. The following description of the operation of a rail system, such as system 100 or 200, will reference these figures. In FIG. 3 , a series of steps or operations are shown for each of: a railway 410 (such as railway 110, 210, with spur track and switches); a train (such as train 120, 220); a first EMDI; and a second EMDI (each EMDI such as EMDI 160, 260). Some steps or operations for a given component of the system are sequenced with respect to specific steps or operations for other component(s) of the system, while others can be timed to be independent of some steps or operations for other component(s), as will be made clear in the following description.

In an initial state of the rail system, as shown in FIG. 4A, train 420 is traveling left to right along track railway 410 (also referred to for this discussion as main track), with a first EMDI 460 A (also referred to for this discussion as EMDI 1) coupled to the train. A first switch 413 (also referred to for this discussion as switch 1), connecting spur track 412 to railway 410 on a first side of station S is in an open state (i.e., a vehicle traveling on railway 410 will continue on railway 410 as it crosses switch 413, and will not be diverted onto spur track 412), as is a second switch 415 that connects spur track 412 to railway 410 on a second side of station S.

In a first, optional, step of the flow for EMDI 1, i.e., step C1 302, passengers who wish to reach station S, if on the train, rather than already being on the EMDI 1, exit the train 420 to board EMDI 1 460A (e.g., move from a passenger compartment of a passenger car, through a passenger passage, and into a passenger compartment of EMDI 1 460A, such as described above for rail system 200). In step C1 304, EMDI 1 460A decouples from the train 420, and then in step C1 306, EMDI 1 460A decelerates—this creates spacing between the train 420 and EMDI 1 460A.

In a first step T 302 for the train 420, it passes switch 1. Then, in step T 304, the train 420 decelerates so that it will be moving at a lower speed in preparation for coupling with EMDI 2 460B.

In a first step for the railway 410, at step R 302, after the train 420 has passed switch 1 but before EMDI 1 460A has reached switch 1, switch 1 is changed from a closed state (i.e., a vehicle traveling on railway 410 will stay on main track across switch 1, and cannot access spur track 412) to an open state (i.e., a vehicle traveling on railway 410 will be diverted by switch 413 onto spur track 412).

In parallel with the operations described above, at a first step for EMDI 2 460B, step C2 302, passengers at station S who wish to ride on the train 420 embark EMDI 2 460B from the station S. In a next step C2 304, EMDI 2 460B leaves the station on the spur track 412, and accelerates towards the main track. The rail system 400 is now in the state shown in FIG. 4B.

In step C1 308, EMDI 1 460A reaches switch 1, and exits the main track onto the spur track 412, heading towards station S. In step R 304, switch 1 is changed from an open state to a closed state, in preparation for the next train 420 that travels down the main track. In step T306, the train 420 passes switch 2, and in step R 306 switch 2 is changed from a closed state to an open state. The rail system 400 is now in the state shown in FIG. 4C.

In step C1 310, EMDI 1 460A enters the station S, and stops. In step C1 312, passengers disembark from EMDI 1 460A into the station S. Meanwhile, EMDI 2 460B exits the spur track 412 onto the main track at step C2 306, and at step C2 308, EMDI 2 460B accelerates towards the train 420. At step R308, switch 2 is changed from an open state to a closed state, in preparation for the next train 420 that travels down the main track. The rail system is now in the state shown in FIG. 4D.

In step C2 310, EMDI 2 460B reaches, and couples to, the train 420. In step T 308, the train 420 accelerates back towards its steady state speed, heading towards the terminus T. In some embodiments, step C2 310 includes EMDI 2 460B and the train 420 utilizing engagement mechanisms, receiving mechanisms, post-socket couplers (e.g., substantially and/or functionally similar to the post-socket coupler described in reference to FIG. 2A), and/or the like during coupling. In some embodiments, EMDI 2 460B can couple to the train 420 while traveling along a coupling section of the track (e.g., a section of higher-class rail and/or a section otherwise configured to limit lateral or non-axial movement of EMDI 2 460B and/or train 420. In optional state C2 312, passengers may exit EMDI 2 460B and enter a passenger car of the train 420, such as by a passenger passage. The rail system is now in the state shown in FIG. 4E.

Advantageously, each EMDI is functionally interchangeable with any other EMDI, and each train (locomotive, passenger car(s), etc.) is functionally interchangeable with any other train. Thus, in the method 300, EMDI 1 460A can function as EMDI 2 460B for a subsequent train 420. For example, after passengers have disembarked from EMDI 1 460A, that EMDI can embark other passengers from the station S, and become EMDI 2 460B in the method 300, starting at step C2 302. A subsequent train can then become the train operating on the main track, from which a different EMDI is decoupled at step C1 304 and which passes switch 1 at step T 302. The method 300 can then continue as described above, with the original EMDI 1 460A ultimately coupling to the subsequent train at step C2 310.

The advantages of the method and system described above over a conventional high-speed rail system are described with reference to FIGS. 5A and 5B. In these illustrations, a conventional high speed rail system is assumed to have trains, and track (such as class 9 track), capable of sustained train operation at speed of 200 mph with an acceleration/deceleration rate of 3mph/s. A rail system according to an embodiment consistent with those disclosed above is assumed to have trains, and track (such as class 7 track) capable of sustained train operation at 126 mph, and to have the same acceleration and deceleration capabilities as the conventional train. Both systems are assumed to have a first station at any suitable distance from a starting terminus. In each system, a train is stationary at a terminus, travels to the first station to embark/debark passengers, and departs the first station, accelerating to its respective steady-state speed. For the conventional rail system, a dwell time at the first station, with the train stationary to disembark/embark passengers, is assumed to be 150 seconds. For the rail system of the disclosed embodiment, the train is assumed to slow to 75 mph for the illustration in FIG. 5A, and to 25 mph for the illustration in FIG. 5B, and maintain that lower speed for 30 seconds, to couple with a EMDI departing from the first station to join the train. The speed vs. time trace for the conventional system is shown by the red solid lines in FIGS. 5A and 5B, and for the inventive system is shown by the green solid lines in FIGS. 5A and 5B. The total elapsed time shown is 642 seconds, which is the time between each train departing from the terminus and reaching its sustained operating speed after exchanging passengers at the first station. As shown by the red and green dashed lines, the average speed of the conventional train over this elapsed time is 127.7 mph, and for the and the inventive train is 121.6 mph in the illustration shown in FIG. 5A (with a coupling speed of 75 mph) and 112.5 mph in the illustration shown in FIG. 5B (with a coupling speed of 25 mph). Although operating at a slightly lower average speed than the conventional rail system, the inventive rail system is much less expensive, because it can be based on conventional Class 7 track, and requires a less capable (and expensive) locomotive.

Embodiments and methods herein describe the coupling and/or decoupling of any number of, for example, EMDIs to cars of a moving train. The releasable coupling can be made using any suitable technique or method. Similarly, any suitable control system can be employed to control and/or adjust relative velocities, alignments, forces, etc. As discussed in more detail above, any aspects of the control system that are involved in the process of coupling or decoupling can be completely autonomous (i.e., without human intervention) or can have human control or input for some or all aspects of the process(es). In some embodiments, some aspects of the process do not need any control input, e.g., those aspects may result automatically from interaction of mechanical components. In some embodiments, a coupler or coupling mechanism can include one or more clamping systems, magnetic couplings, solid steel latching, and/or any other suitable coupler, connector, etc., or combinations thereof. In some implementations, the systems and methods described herein can employ one or more sensors or devices configured to guide and/or at least partially control the coupling. For example, in some implementations, a laser-guided and/or magnetic-guided system with any number of sensors can be employed to provide and/or otherwise result in data allowing the releasable coupling of EMDIs to other cars of a train. Moreover, such couplers and/or coupling systems can include components capable of meeting all safety requirements of the FRA and reliability (e.g., including weather sealing and/or other required and/or recommended preventive maintenance, protection, and/or safety methods).

In some implementations, any of the cars of a train and/or an EMDI vehicle can include alignment sensors to ensure mechanical and/or magnetic couplers make an aligned coupling every time. The sensor(s) can be laser distance measuring sensors (laser DME) attached, for example, to a coupler (e.g., the coupler 270 on the EMDI 260) and configured to seek a specific point on the end of a corresponding coupling mechanism which exists on the train (e.g., the train 220).

In some implementations, any of the cars of a train and/or an EMDI vehicle can include magnetic pre-couplers/post laser DME sensors setting pre-coupling alignment, magnetic pre-couplers can be configured to trigger electromagnets to pull one or more couplers or coupling mechanisms into alignment between the EMDI vehicle and a car (e.g., a passenger car) of a train. In some embodiments, any of the cars of the train and/or the EMDI vehicle can include engagement mechanisms and receiving mechanisms such as, for example, a post-socket coupler for use during pre-coupling and/or aligning to limit the degrees of freedom of the EMDI vehicle during coupling. After coupling, such mechanisms and/or features may be disengaged, withdrawn, decoupled, and/or otherwise removed.

In some implementations, any of the cars of a train and/or an EMDI vehicle can include one or more hook couplers including a steel latching hook mechanism sufficient to connect the train car(s) to the EMDI (e.g., via a semi rigid connection). Once the connection is secure and verified, passengers and/or freight can move or can be moved to/from the EMDI to/from the train.

In some implementations, any of the cars of a train and/or an EMDI vehicle can include one or more forward motion sensors (FMS) such as, for example, accelerometers or the like mounted to the locomotive and first cars that can sense sudden lurching or lateral motions. If a motion (or a change in motion or acceleration) is registered, the FMS can send a signal to an alignment sensor or the like, which can have logic and/or can otherwise execute instructions to decide whether to terminate a hook-up or release to continue.

A variety of known coupling mechanisms may be suitable for use with the inventive system. For example, known multi-function couplers (MFCs) or fully automatic couplers, make all connections (mechanical, air brake, and electrical) between rail vehicles, without human intervention. Commercially available designs include the Scharfenberg coupler, various knuckle hybrids such as the Tightlock, Wedgelock, and Dellner couplings, as well as the coupling available from Faiveley Transport (formerly Bergische Stahl Industrie (BSI)) and the Schaku-Tomlinson Tightlock coupling. Other suitable couplers including the Westinghouse H2C coupler (widely used on the subway cars of the New York City Subway) and the WABCO N-Type coupler (sometimes referred to as a pin and couple coupler or spear coupler). Another is the Tomlinson coupler (consisting of two squared metal hooks that engage with each other in a larger rectangular frame with air line connections above and below), which is the most widely used fully automatic heavy rail coupling in North America, adopted by mass transit systems including the Washington Metro, Massachusetts Bay Transportation Authority, Los Angeles Metro Rail, and MARTA Rail. The Scharfenberg coupler, probably the most commonly used type of fully automatic coupling, is widely used on transit and regular passenger service trains in Europe. The Schaku coupler enables coupling with low relative closing speeds between the two vehicles to be coupled (e.g., less than 2 mph) and thus relatively low shock.

The feasibility of automatic and remote control of coupling and uncoupling of freight cars has been established, though at very low speeds (below 2 mph), and such control is contemplated for use with the inventive system. In particular, the use of a tri-coupler, remote-controlled angle cock (RCAC) and remote-controlled cut-lever (RCCL) together to couple and uncouple cars is described in “Remote Coupling and Uncoupling of Freight Cars,” US Department of Transportation, Federal Railroad Administration Research Results RR 08-29, December 2008, the disclosure of which is incorporated by reference herein. The use of such technology is envisioned here for significantly higher coupling speeds for freight cars than previously known, as well as for the novel application to high speed coupling for passenger cars (e.g., the EMDI).

In general, the higher the speed at which coupling takes place, for a given class of rail (Class 7, Class 8, etc.), the more challenging and complex the coupling process can be, and the greater the need for sensors and control mechanisms to ensure a safe and reliable coupling. For example, at higher coupling speeds, there can be more relative motion, and higher components of velocities and accelerations for that motion, between the two vehicles to be coupled and thus the two sides of the coupling mechanism, in directions orthogonal to the overall direction of motion of the vehicles (i.e., along the rails). In some embodiments, to mitigate problems associated with the coupling process at high speeds, an engagement/receiving mechanism, a pre-coupling feature, an alignment feature, and/or the like (e.g., a post-socket coupler as described above) is used prior to coupling to reduce the degrees of freedom to one dimension. Note that this consideration is primarily applicable to coupling operations—decoupling operations are less sensitive to relative motion/velocity/acceleration. Higher classes of rail are rated for higher vehicle speeds in part because there is a higher degree of precision in the alignment of the rails, and greater stability while under loading from moving vehicles. As described above in more detail, higher classes of rail are much more expensive to construct. It may therefore be beneficial, and it is contemplated in some embodiments of the inventive system, to use lower class rail (e.g., Class 7) for most of the railway (including the main track and spur tracks), but to use higher class rail (e.g., Class 8 or Class 9) for the portion of the railway over which coupling operations would be conducted. This portion would be near each of the switches that selectively couple the spur tracks to the main track for an EMDI to join to a train after departing a station. Thus, a relatively small percentage of the track in the overall railway of the rail system) would be the materially more expensive, higher class rail, maintaining an average cost per mile of the overall railway close to the cost per mile of the lower class track. Alternatively, or in addition, the average speed of the vehicles during a coupling operation can be maintained at a sufficiently low value that the relative motion/velocity/acceleration across the two halves of the coupling can be maintained at sufficiently low values that relatively simple coupling control mechanisms can be used. Thus, for example, coupling operations can be reliably and safely conducted at a speed such as 25 mph with relatively simple, known coupling mechanisms and control systems on a Class 7 track, whereas coupling operations conducted at 75 mph on the same track would require more complex coupling mechanisms and control systems.

In some embodiments, the rail system may be used to transport freight and/or passengers by vehicles other than trains, operating between stations and/or end-to-end between terminuses, to increase the utilization of the system and extend the system's energy efficiencies to other transportation modalities. Thus, for example, a catenary-based electric freight truck (such as those developed by Siemens) can be fitted with wheels that can operate on the track of the rail system, can have a pantograph or other power coupling that can interact with the catenary of the rail system, and can thus operate on the track in the same manner as the trains. Operation of such a truck can by coordinated with, i.e., not interfere with, the operation of the trains (e.g., controlled by the controller 280 shown in FIG. 2B). In some implementations, the rail trucks can carry heavier loads of freight in a carbon-free and/or reduced-carbon manner and at higher speeds for less cost per mile than existing road-based heavy trucks. In some implementations, any other devices and/or methods of increasing track utilization, selling charging electricity, supplying freight warehouse(s) and/or distribution centers at the stations and terminuses, and/or the like can be utilized. Such embodiments are described below in more detail with reference to FIGS. 6 to 9 .

While various embodiments have been described herein, textually and/or graphically, it should be understood that they have been presented by way of example only, and not limitation. Likewise, it should be understood that the specific terminology used herein is for the purpose of describing particular embodiments and/or features or components thereof and is not intended to be limiting. Various modifications, changes, enhancements, and/or variations in form and/or detail may be made without departing from the scope of the disclosure and/or without altering the function and/or advantages thereof unless expressly stated otherwise. Functionally equivalent embodiments, implementations, and/or methods, in addition to those enumerated herein, will be apparent to those skilled in the art from the foregoing descriptions and are intended to fall within the scope of the disclosure.

For example, while rail systems 100, 200, and/or 400 are described herein as being used with particular devices and/or in particular situations, it should be understood that they have been presented by way of example only and not limitation. The embodiments and/or devices described herein are not intended to be limited to any specific implementation unless expressly stated otherwise. For example, in some implementations, a rail system can include and/or can be used with any suitable number of EMDIs. In some implementations, each car included in a train (other than the locomotive) can be and/or can function as a EMDI such as those described herein. In some implementations, a EMDI can be designed to be loaded with freight. The freight can be loaded based upon, for example, a desired drop location. In such implementations, a EMDI can be dropped (e.g., decoupled from the remaining portion(s) of the train) based upon reaching the destination of the freight and the train continues uninterrupted, i.e., freight is delivered without stopping the train. Moreover, in some such implementations, a number of EMDIs can be releasably coupled to the train and arranged in a serial fashion such that the last EMDI of the train is the first EMDI that is decoupled to provide freight (or people) to a desired station, depot, warehouse, facility, etc.

In other embodiments, other types of vehicles may be operated on the rail system, using electric power from the catenary CAT, which can include some or all of the functionality of vehicles described above, and perform specific functions. For example, as shown schematically in FIG. 6 , a rail system 500 can include the same devices as rail systems 100, 200, and/or 400, but can also include a freighter (or freight train, or EMDI freighter) 590. Freighter 590 can operate on the same railway 510 (to travel between terminuses T and to/from stations S via spurs 512), operating on electrical energy from catenary CAT received via power coupling 598 (e.g., a pantograph device). Freighter 590 can include many of the same systems as, and operate similarly to train 520, and/or EMDI 560. However, freighter 590 may be dedicated to carriage of freight, such as containerized freight transported in an intermodal container (or shipping container), which may be carried on flat cars and/or well cars. Such cars may be coupled to a freighter locomotive, and they collectively form freighter 590. Freighter 590 can operate independently on the rails of rail system 500, thus operating similarly to a train 520, which can be the same as any of the trains described above. In some embodiments, freighter 590 is not configured to operate with an EMDI such as EMDI 560. In some embodiments, freighter 590 can operate as an EMDI, i.e., can be selectively coupled to and uncoupled from a train such as train 520 to access stations such as station S while allowing train 520 to maintain a relatively high speed while coupling/uncoupling.

A freighter 690 is shown schematically as part of a rail system 600 in FIG. 7 . Freighter 690 includes a freight locomotive 691 and one or more freight cars 695, each having the capability to carry freight storage (such as one or more intermodal containers) 696. Freight locomotive 691 may include one or more electric motor bogies 692, each including drive/brake wheels 693 configured to ride on rails 616 of railway 610. Electric motor bogie 692 can draw electrical power from catenary CAT via power coupling 698.

One suitable example of an electric motor bogie is shown in FIG. 8 . One or more electric motor bogies 792 can be included in a freighter locomotive 791 to provide motive and braking force to the freighter locomotive 791 (and associated freight cars). As shown in FIG. 8 , electric motor bogie 792 can include one or more wheels 793 (e.g., with two wheels 793 mounted onto each of two axles). Each pair of wheels 793 may be driven by an electric motor 794. Electric motor bogie may include other conventional components, as shown in FIG. 8 , including a bogie frame, suspension components, brakes, etc.

A conventional bogie frame is turned into a curve of the rails on which it rides by the leading wheelset (wheels and axle) as it is guided by the rails. However, there is a degree of slip and substantial force required to allow the change of direction. In some embodiments, to accommodate handling of curves on the railway at the high speeds at which the freighter advantageously travels, an electric motor bogie may include steerable wheels/axles. Such an arrangement is shown schematically in FIG. 9 for a freighter 890. As shown in FIG. 9 , electric motor bogie 892 includes two pairs of wheels 893 mounted on axles 893 a. Each axle is mounted to the bogie frame for pivotal movement, and the axles are coupled to a steering beam via steering levers and linkages. Thus, the axis of each axle can be aligned with the center of curvature of a curve in the rails 816, reducing wheel wear and bogie frame stress.

As discussed in reference to FIG. 2A, an engagement/receiving mechanism may be utilized by a EMDI and a train of a rail system to overcome challenges associated with coupling moving trains at higher speeds. FIGS. 10-11C depicts an example of a rail system including a post-socket coupler. However, not all rail systems may include or have a need for a post-socket coupler. Other arrangements and configurations of post-socket couplers may be utilized by a rail system. For example, a rail system may include additional post-socket couplers, may include a different actuation mechanism, may include a different receiving mechanism, and so on. Moreover, a rail system may include an engagement/receiving mechanism of a different type or configuration than a post-socket coupler.

FIG. 10 is a front view of a EMDI vehicle 1060 of a rail system 1000, according to an embodiment. The EMDI vehicle 1060 is on a track 1016 which, in some instances, may be a section of track having higher-class rail relative to other portions or sections of the track. Such sections can be similar to, for example, the coupling section 111 described above. The EMDI vehicle 1060 includes as passenger passage 1074 (e.g., structurally and/or functionally similar to the passenger passage 274), a mechanical coupler 1072 (e.g., structurally and/or functionally similar to the mechanical coupler 272), a power coupler 1078 (e.g., structurally and/or functionally similar to the power coupler 278), and two post-socket couplers 1066 (e.g., structurally and/or functionally similar to the post-socket couplers described above).

The passenger passage 1074 allows for passengers to enter and/or exit the EMDI vehicle 1060 from a train once the EMDI vehicle 1060 is coupled and/or allows for passengers to enter and/or exit the EMDI vehicle 1060 from a station. The mechanical coupler 1072 couples the EMDI vehicle 1060 to a train with a corresponding (e.g., male/female connection, universal connection, etc.) mechanical coupler. The power coupler 1078 electrically couples the EMDI vehicle 1060 to a train with a corresponding power coupler to allow for a transfer of power and/or communication signals between the EMDI vehicle 1060 and the train. The post-socket couplers 1066 are configured to at least temporarily engage with corresponding post-socket couplers on a car of a train to restrict the motion of the EMDI vehicle 1060 to be in one dimension—with the direction of motion of the train. In other words, the post-socket couplers 1066 are configured to at least temporarily engage with corresponding post-socket couplers on the car of the train to limit lateral or non-axial movement of the EMDI vehicle relative to the car to which it is being coupled. The post-socket couplers 1066 may be located near the mechanical coupler 1072 and be may be symmetrically located about a central axis of the front of the EMDI vehicle 1060. In some embodiments, the post-socket couplers 1066 may have a different orientation to meet stiffness and alignment needs of the EMDI vehicle 1060. In some embodiments, the EMDI vehicle 1060 may include additional post-socket couplers 1066.

FIG. 11A is a side view of a rail system 1100 including an EMDI vehicle 1160 approaching a rear car of a train 1120, according to an embodiment. The couplers 1172 of the EMDI vehicle 1160 and the train 1120 are not yet coupled as the EMDI vehicle 1160 approaches the train 1120. The EMDI vehicle 1160 and the train 1120 are equipped with at least one post-socket coupler (or other engagement/receiving mechanism) including an actuator 1176 a, a stiffener 1176 b, and a receiver 1176 c. In some embodiments, the EMDI vehicle 1160 and the train 1120 are equipped with two or more post-socket couplers (or other engagement/receiving mechanisms).

The actuator 1176 a is a metal rod drive actuator that operates by extending a metal rod to extend or push the stiffener 1176 b into the receiver 1176 c. In some embodiments, the actuator 1176 a is another type of actuator configured to drive the motion of the stiffener 1176 b, such as a linear actuator, hydraulic actuator, pneumatic actuator, magnetic actuator, mechanical actuator, and the like. FIG. 11A shows the actuator 1176 a in an unactuated state such that the stiffener 1176 b is withdrawn into a stiffener housing within the EMDI vehicle 1160. The receiver 1176 c is located on the train 1120 and is configured to receive the stiffener 1176 b once the actuator 1176 a actuates the stiffener.

The rail system 1100 also includes a set of lasers 1188 (or a laser sensor assembly), located on the EMDI vehicle 1160 and the train 1120, configured to aid in guiding the stiffener 1176 b into the receiver 1176 c. The lasers 1188 include a laser emitter, located on one of the EMDI vehicle 1160 and the train 1120, and a laser receiver located on the other one of the EMDI vehicle 1160 and the train 1120. The lasers 1188 determine if the EMDI vehicle 1160 and the train 1120 are aligned for coupling. For example, if the laser receiver sensed a laser emitted from the laser emitter, the EMDI vehicle 1160 and the train 1120 are determined to be aligned. If the laser receiver does not sense a laser from the laser emitter, then the EMDI vehicle 1160 and the train 1120 are not aligned for coupling, thus operating as a go/no-go sensor. In some embodiments, the lasers 118 can form a laser DME sensor or the like (as described above), which can sense a distance between the EMDI vehicle 160 and the train 120 and their relative speeds. In some embodiments, the rail system 1100 may include additional components configured to determine if the EMDI vehicle 1160 and the train 1120 are prepared for coupling. For example, each car of the train 1120 may include motion sensors placed at the wheels. The motion sensors are configured to determine the motion of the train 1120 upstream (e.g., in the direction of motion) of the coupling point. The motion sensors may provide sensor data that the upcoming length of track is or isn't suitable for coupling the EMDI vehicle 1160 to the train 1120. Once the lasers 1188 and/or other components of the train system determine that the conditions are present for coupling, the EMDI vehicle 1160 proceeds to couple to the train 1120.

FIG. 11B is a side view of the EMDI vehicle 1160 coupling to the rear car of the train 1120. During coupling, the actuator 1176 a is actuated to extend the stiffener 1176 b into the receiver 1176 c, thereby aligning the EMDI vehicle 1160 and the train 1120 and providing a suitable condition for the couplers 1172 to engage. The characteristics (e.g., shape, length, width, material, etc.) of the stiffener(s) 1176 b are configured for the specific application such that the connection between the train 1120 and the EMDI vehicle 1160 is capable of withstanding momentum forces in any direction (e.g., any non-axial direction) so that the relative position of the EMDI vehicle 1160 and the train 1120 remains within a predetermined safety factor for alignment and safety purposes. In some embodiments, the stiffener 1176 b may include features (e.g., clips, hooks, loops, etc.) configured to aid in at least temporarily coupling or securing the stiffener 1176 b to the receiver 1176 c. The receiver 1176 c at least partially receives the stiffener 1176 b during the EMDI vehicle 1160 coupling but prior to the full engagement of the coupler 1172. The receiver 1176 c may be sized (e.g., have a shape and length) specifically to accept the stiffener 1176 b. The receiver 1176 c may be coupled to the car of the train 1120 via any combination of a fastener, a press-fit, magnetism, compression, vacuum pressure, friction, and/or the like. In some embodiments, it may be desirable to rigidly couple the receiver 1176 c to the car of the train 1120 to allow for a relatively stiff connection between the EMDI vehicle 1160 and the train 1120 during coupling. In some embodiments, the receiver 1176 c may include features (e.g., hooks, loops, clips, etc.) configured to couple and/or secure the stiffener 1176 b in and/or to the receiver 1176 c.

Once the receiver 1176 c receives the stiffener 1176 b, a coupling process may begin to couple the EMDI vehicle 1160 to the train 1120. In some implementations, the coupling process includes power couplers 1178 electrically coupling together to allow for power and/or signals to be transmitted between the EMDI vehicle 1160 and the train 1120. Electrically coupling the power couplers 1178 may be an automatic process or may be completed manually by an operator. The coupling process additionally includes the couplers 1172 mechanically coupling the EMDI vehicle 1160 to the train 1120. Mechanically coupling the coupler 1172 includes the couplers 1172 being correctly aligned and engaging. In some embodiments, the couplers 1178 close while magnets (e.g., electromagnets) are energized to hold the couplers 1178 together. In some embodiments, the couplers 1178 may be a fully mechanical configuration. In some embodiments, once the couplers 1178 are fully coupled, a sensor may send a signal confirming that coupling has been successfully completed. In some embodiments, the use of the post-socket coupler (or other engagement/receiving mechanism) can allow a standard or known coupler to be used to couple the EMDI vehicle 1160 to the train 1120 while traveling at speeds that would otherwise make the coupling process unsafe, challenging, and/or not possible.

FIG. 11C is a side view of the EMDI vehicle 1160 coupled to the rear car of the train 1120. As shown, the couplers 1178 are locked when magnets are deenergized. Alternatively, the couplers 1178 can be locked via any suitable electric, electromagnetic, electromechanical, or fully mechanical lock, and/or any other suitable lock. Once the couplers 1178 are locked, the actuator 1176 a retracts the stiffener 1176 b back into the EMDI vehicle 1160. In some embodiments, the receiver 1176 c may first disengage a coupling and/or securing mechanism to release the stiffener 1176 b prior to the actuator 1176 a retracting the stiffener 1176 b. In some embodiments, magnet(s) may be deenergized to release the stiffener 1176 b from the receiver 1176 c. Once the stiffener 1176 b is retracted and the couplers can allow for a desired amount of flexibility and/or relative movement (e.g., non-axial movement) of the EMDI vehicle 1160 relatively to the train 1120 as they proceed along the track to the next destination.

FIG. 12 illustrates at least a portion of the rail system 900 including an EMDI 960 implemented in EXAD mode to provide electric power to a locomotive of a train to which it is coupled. In this implementation, the EMDI 960 is shown mechanically coupled to the train 920 via a mechanical coupler 972 (e.g., similar to any of those described herein) and electrically coupled to the train 920 via a power coupler 978.

As shown, the EMDI 960 includes an energy storage/battery 963 that is electrically connected to a portion of the power coupler 978 included in the EMDI 960. The energy storage/battery 963 can be sufficiently sized and/or can have a sufficient energy density to allow the energy storage/battery 963 to, for example, supply electrical power to the locomotive 930 and/or to otherwise charge or recharge an energy storage system of the locomotive of the train 920. Although not shown in FIG. 12 , the train 920 can include any suitable electrical equipment, infrastructure, wires, converters, transformers, etc. configured to carry, convert (e.g., from DC to AC or vice versa), and/or transform (e.g., step up/down voltage, current, and/or the like) electrical energy from the energy storage/battery 963. For example, the train 920 can include electric and/or transmission lines configured to electrically connect an electric power system of the locomotive to a portion of the power coupler 978 included in the rear car of the train 920.

As will be appreciated, it is generally desirable for the EMDI 960 operating in an EXAD mode to maximize an amount of energy storage, energy density, energy/power output, and/or the like while minimizing weight, size, and/or other practical constraints. Similarly, it may be desirable to configure, design, and/or select the energy storage/battery 963 to minimize recharging time, increase compatibility with usable infrastructure, and/or the like. Accordingly, the energy storage 963 can be any suitable battery, flywheel, chemical or solid-state energy storage, such as those that achieve or facilitate one or more of these goals and/or any other desirable characteristic.

Although not shown in FIG. 12 , the rail system 900 can include an electricity source ES, which can be used to supply electricity to a recharging station configured to recharge the energy storage/battery 963 of the EMDI 960 operating in EXAD mode. In some embodiments, the recharging station can be co-located with a passenger or freight station (e.g., station S shown in FIG. 1A). In this way, when the EMDI 960 is stopped at a station to embark or disembark passengers, it can also access the electricity source via the station to recharge the energy storage/battery 963.

While described as providing electric power to the locomotive, which in turn, provides a motive force for the train 920 to which the EMDI 960 is coupled, in some implementations, the energy storage/battery 963 can be configured to provide electric energy to one or more traction motors 962 of the EMDI 960. The traction motors 962 can be configured to provide motive force to move the EMDI 960 alone, or when coupled to the train 920 as shown, to move the train 920 in combination with the motive force provided by the locomotive.

In some embodiments, the EMDI 960 operating in EXAD mode can include an energy generator configured to generate energy, which in turn, is stored by the energy storage/battery 963. For example, such an energy generator can be a solar panel array or the like mounted to a top or other portion of the EMDI 960. In this manner, the solar panel array can produce electricity that is then provided to the energy storage/battery 963 and/or directly or indirectly to any other component of the EMDI 960 and/or train 920.

The inventive systems, methods, and components described above enable dramatic improvement in operating efficiencies for rail systems. The overall efficiency of a rail system employing the EMDI (and thus able to have the train maintain a high average speed) can be 30% or more than that of a conventional rail system, and correspondingly the rail system can allow for about 30% more load capacity from the rail tracks or the entire rail track network. Overall energy efficiency is also dramatically higher than conventional rail systems by using solar energy to provide the electric power to the motor/generator for the traction wheels—the efficiency of the propulsion system can be up to 90%, whereas conventional locomotives that burn diesel fuel to drive alternators to provide electricity to the drive motors for the traction wheels operate at about 35% efficiency. Using solar energy reduces the overall cost of fuel (equivalent) per mile by up to 70%. Relatedly, the operation of a rail system such as disclosed herein can operate at approximately 97% CO₂ free. The economics of operation of a system such as disclosed herein can also be much more attractive for the owner of the rail system relative to a conventional rail system because the operator can own the energy source, and particularly, a renewable energy source such as photovoltaic solar arrays. The owner can thereby produce its own energy for use on the rail system (and/or so sell to other energy consumers) rather than buying fuel such as diesel.

Where schematics, embodiments, and/or implementations described above indicate certain components arranged and/or configured in certain orientations or positions, the arrangement of components may be modified, adjusted, optimized, etc. The specific size and/or specific shape of the various components can be different from the embodiments shown and/or can be otherwise modified, while still providing the functions as described herein. More specifically, the size and shape of the various components can be specifically selected for a desired or intended usage. Thus, it should be understood that the size, shape, and/or arrangement of the embodiments and/or components thereof can be adapted for a given use unless the context explicitly states otherwise. By way of example, in some implementations, a size of a EMDI can be based at least in part on the cargo carried by the EMDI; a size and/or capability of a loading and/or offloading station; height, width, and/or weight permitted by regional regulations, class of rail, etc.; and/or based on any other suitable factor.

Although various embodiments have been described as having particular characteristics, functions, components, elements, and/or features, other embodiments are possible having any combination and/or sub-combination of the characteristics, functions, components, elements, and/or features from any of the embodiments described herein, except mutually exclusive combinations or when clearly stated otherwise. For example, any of the rail systems 100, 200, and/or 400 described above can include and/or can be combined with a freight vehicle(s), existing rail infrastructure, existing electrical system infrastructure, and/or the like.

Where methods described above indicate certain events occurring in certain order, the ordering of certain events may be modified. Additionally, certain of the events may be performed concurrently in a parallel process when possible, as well as performed sequentially as described above. While methods have been described as having particular steps and/or combinations of steps, other methods are possible having a combination of any steps from any of methods described herein, except mutually exclusive combinations and/or unless the context clearly states otherwise. 

What is claimed:
 1. A method of operating a rail system, the rail system having: a main track, the main track having a coupling section, a spur track connected to the main track by a first switch and a second switch disposed on opposite sides of a station, the station spaced from the main track and accessible by the spur track, the first switch proximate to the coupling section of the main track, the first switch changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track, a train with a locomotive and at least one passenger car coupled, directly or indirectly, behind the locomotive, and an embarkation/disembarkation (EMDI) vehicle releasably coupleable, directly or indirectly, behind the passenger car, in a first state of the rail system the first switch being in the closed state, the train moving along the main track in a direction of travel in which the first switch is past the station, at a first speed, the EMDI vehicle being disposed on the spur track adjacent to the station, and a passenger is located in the station, the method comprising: embarking the passenger from the station onto the EMDI vehicle; accelerating the EMDI vehicle on the spur track toward the first switch; after the train has moved past the first switch, the first switch then being changed from its closed state to its open state, exiting the EMDI vehicle from the spur track onto the main track via the first switch, behind the train; while traveling along the coupling section of the main track: accelerating the EMDI vehicle to a second speed, higher than the first speed; reducing a distance between the EMDI vehicle and the train until the EMDI vehicle reaches the passenger car; and coupling the EMDI vehicle to the passenger car.
 2. The method of claim 1, further comprising: discharging the passenger from the EMDI vehicle into the passenger car via a passenger passage coupled to the EMDI vehicle.
 3. The method of claim 1, wherein the main track includes rail having a first class and the coupling section of the main track includes rail having a second class higher than the first class.
 4. The method of claim 1, wherein the coupling section of the main track is configured to limit non-axial motion of the EMDI vehicle and the passenger car relative to a direction of travel.
 5. The method of claim 1, wherein the coupling the EMDI vehicle to the passenger car includes coupling via a coupler, the EMDI vehicle including an engagement mechanism configured to temporarily engage a receiving mechanism at a rear end of the passenger car.
 6. The method of claim 5, wherein a portion of the engagement mechanism is configured to be advanced from a front end of the EMDI vehicle toward the receiving mechanism of the passenger car prior to coupling the EMDI vehicle to the passenger car via the coupler.
 7. A method of operating a rail system, the rail system having: a main track, a spur track connected to the main track by a first switch and a second switch disposed on opposite sides of a station, the station spaced from the main track and accessible by the spur track, the first switch changeable between a closed state in which a vehicle traveling on the spur track cannot access the main track and an open state in which a vehicle traveling on the spur track can access the main track, a train with a locomotive and at least one passenger car coupled, directly or indirectly, behind the locomotive, and an embarkation/disembarkation (EMDI) vehicle releasably coupleable, directly or indirectly, behind the passenger car, in a first state of the rail system the first switch being in the closed state, the train moving along the main track in a direction of travel in which the first switch is past the station, at a first speed, the EMDI vehicle being disposed on the spur track adjacent to the station, and a passenger is located in the station, the method comprising: embarking the passenger from the station onto the EMDI vehicle; accelerating the EMDI vehicle on the spur track toward the first switch; after the train has moved past the first switch, the first switch then being changed from its closed state to its open state, exiting the EMDI vehicle from the spur track onto the main track via the first switch, behind the train; accelerating the EMDI vehicle to a second speed, higher than the first speed; reducing a distance between the EMDI vehicle and the train until the EMDI vehicle reaches the passenger car; advancing a portion of an engagement mechanism of the EMDI vehicle toward a receiving mechanism of the passenger car; limiting non-axial motion of the EMDI vehicle and the passenger car relative to a direction of travel in response to the engagement mechanism of the EMDI vehicle engaging the receiving mechanism of the passenger car; coupling the EMDI vehicle to the passenger car via a coupler; and disengaging the engagement mechanism of the EMDI vehicle from the receiving mechanism of the passenger car after the coupling.
 8. The method of claim 7, further comprising: discharging the passenger from the EMDI vehicle into the passenger car via a passenger passage coupled to the EMDI vehicle.
 9. The method of claim 7, wherein the main track includes a coupling section proximate the first switch, the EMDI vehicle traveling along the coupling section of the main track from at least a portion of the accelerating the EMDI vehicle to the second speed to the coupling the EMDI vehicle to the passenger car.
 10. The method of claim 9, wherein the main track includes rail having a first class and the coupling section of the main track includes rail having a second class higher than the first class.
 11. The method of claim 9, wherein the coupling section of the main track is configured to limit non-axial motion of the EMDI vehicle and the passenger car relative to the direction of travel.
 12. The method of claim 7, further comprising: receiving data from at least one sensor during the reducing the distance between the EMDI vehicle and the passenger car.
 13. The method of claim 12, wherein the at least one sensor is a laser distance measuring sensor.
 14. An apparatus, comprising: a stiffener movably coupled to a front-end portion of an embarkation/disembarkation (EMDI) vehicle, the EMDI vehicle releasably coupleable, directly or indirectly, behind a passenger car of a train; an actuator coupled to the EMDI vehicle, the actuator configured to transition the stiffener between a first configuration and a second configuration when actuated; and a receiver coupled to a rear end portion of the passenger car, the receiver configured to receive a portion of the stiffener when the stiffener is in the second configuration to limit non-axial motion of the EMDI vehicle and the passenger car relative to a direction of travel of the train.
 15. The apparatus of claim 14, wherein the stiffener is in a retracted position relative to the front-end portion of the EMDI vehicle when in the first configuration and is in an extended position relative to the front-end portion of the EMDI vehicle when in the second configuration.
 16. The apparatus of claim 14, wherein the receiver is configured to transition from a first configuration to a second configuration in response to receiving the portion of the stiffener, the receiver in the second configuration configured to retain the portion of the stiffener within the receiver.
 17. The apparatus of claim 16, wherein the receiver includes electromagnets, the receiver transitioning from the first configuration to the second configuration in response to the electromagnets being energized.
 18. A system for coupling the EMDI vehicle to the passenger car of the train during locomotion, the system comprising: the apparatus of claim 14; a sensor configured to sense an alignment of the EMDI vehicle relative to the passenger car; a mechanical coupler having a first portion coupled to the EMDI vehicle and a second portion coupled to the passenger car; and a power coupler having a first portion coupled to the EMDI vehicle and a second portion coupled to the passenger car, wherein the limiting of the non-axial motion when the portion of the stiffener in the second configuration is received in the receiver allowing each of the first portion and the second portion of the mechanical coupler and the first portion and the second portion of the power coupler to couple the EMDI vehicle to the passenger car during the locomotion.
 19. The system of claim 18, wherein the stiffener is configured to transition from the second configuration to the first configuration in response to the mechanical coupler and the power coupler coupling the EMDI vehicle to the passenger car.
 20. A method of operating a rail system, the rail system having: a main track, a spur track connected to the main track at two separated locations by a first switch and a second switch, a station spaced from the main track, accessible by the spur track, and disposed between the first switch and the second switch, a train with an electrically powered locomotive and a passenger car coupled, directly or indirectly, behind the locomotive, a first embarkation/disembarkation (EMDI) vehicle being releasably coupleable, directly or indirectly, behind the passenger car, the first EMDI vehicle including a first energy storage, and a second EMDI vehicle being releasably coupleable, directly or indirectly, behind the passenger car, the second EMDI vehicle including a second energy storage, the rail system being in a first state in which the train is moving at a first speed along the main track, the first EMDI vehicle is coupled to the passenger car and is carrying a first passenger, and the second EMDI vehicle is at the station, has embarked a second passenger, and the second energy storage is substantially fully charged, the method comprising: transferring electric power from the first energy storage of the first EMDI vehicle to the locomotive; before the train reaches the first switch, decoupling the first EMDI vehicle from the passenger car; diverting the first EMDI vehicle from the main track onto the spur track via the first switch; opening the second switch such that the second EMDI vehicle travels from the spur track onto the main track behind the passenger car, the second EMDI vehicle traveling along the main track at a second speed greater than the first speed such that a distance between the second EMDI vehicle and the passenger car is reduced until the second EMDI vehicle reaches the passenger car; coupling the second EMDI vehicle to the passenger car; and transferring electric power for the second energy storage of the second EMDI vehicle to the locomotive.
 21. The method of claim 20, wherein each of the first energy storage and the second energy storage is at least one rechargeable battery.
 22. The method of claim 20, further comprising: receiving, at the second energy storage and while the second EMDI vehicle is at the station, energy from an energy source accessible via the station.
 23. The method of claim 20, further comprising: allowing the first passenger to disembark the first EMDI vehicle while the first EMDI vehicle is stopped at the station; and receiving, at the first energy storage and while the first EMDI vehicle is at the station, energy from an energy source accessible via the station.
 24. The method of claim 23, wherein the energy source includes a solar panel array, at least a portion of the solar panel array being disposed along at least a portion of the main track.
 25. The method of claim 24, wherein the portion of the solar panel array disposed along at least the portion of the main track is a first portion of the solar panel array, a second portion of the solar panel array being disposed at the station.
 26. The method of claim 24, wherein the portion of the solar panel array disposed along at least the portion of the main track is a first portion of the solar panel array, a second portion of the solar panel array being coupled to the first EMDI vehicle, and a third portion of the solar panel array being coupled to the second EMDI vehicle.
 27. The method of claim 20, wherein the transferring electric power from the first energy storage includes transferring electric power until an energy level of the first energy storage falls below a threshold energy level.
 28. The method of claim 20, further comprising: decelerating the first EMDI vehicle to a stop at the station. 